UDOT Innovation and Efficiencies 2016

UTAH DEPARTMENT OF TRANSPORTATION

INNOVATION & EFFICIENCIES REPORT

2016

Drone captures Intelligent Design and Construction model being used to control the cut on the S.R. 20 passing lane project.

INNOVATION AND EFFICIENCIES REPORT

SEPTEMBER

1) REGIONS AND GROUPS SUBMIT FACT SHEETS • • • •

Efficiencies Innovations TRB idea implementation SUCCESS Framework initiatives

Hydrodemolition Bridge Rehabilitation

OCTOBER

2) RESEARCH COMPILES SUBMITTED FACT SHEETS INTO COMPREHENSIVE EFFICIENCIES LIST

NOVEMBER

3) LEADERSHIP REVIEWS EFFICIENCIES LIST AND SELECTS TOPICS TO BE HIGHLIGHTED IN INNOVATION AND EFFICIENCY REPORT

Flashing Yellow Arrow for Left Turns

4) REGIONS AND GROUPS PREPARE WRITE-UPS ON SELECTED TOPICS

DECEMBER

Portable Weather Station

5) RESEARCH COMPILES REPORT

JANUARY–AUGUST

Variable Speed Limit

6) COMMUNICATIONS OFFICE COORDINATES SHARING OF REPORT WITH: • THE PUBLIC • KEY STAKEHOLDERS

• EMPLOYEES • INDUSTRY PARTNERS

HOW YOU CAN SHARE UDOT’S STORY • • • •

UDOT's blog Social media Fact sheets Staff meetings

• Share with consultants and contractors • Mention in meetings with local government/businesses • Presentations

Wildlife and Vehicle Safety

INTRODUCTION Over the years, UDOT has built a culture of innovation that gives every employee the opportunity to make changes to improve their utilization of resources and service to the public. This document highlights innovations and efficiencies from every corner of UDOT. These innovations and efficiencies highlight the significant progress made during 2016 toward accomplishing the Strategic Goals of the Department. To make the process of finding innovations and efficiencies easier, we’ve split entries into different categories and tags. The “categories” are used as an index to relative areas of interest, with “tags” serving to offer quick access to key elements a particular write-up may contain.

INTRODUCTION TO CATEGORY TAGS The categories are:

The tags are:

Technology

Efficiency

Engineering

Innovation

Construction

Mobility

Maintenance

Quality

Community

Safety

Link

Near the top of most articles, you’ll find a [Link] that will show you additional details about a specific project.

This and past annual reports are available online at www.udot.utah.gov/go/innovation.

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TABLE OF CONTENTS Technology Cutting-Edge Traffic Signal Control Keeps Utah Moving . . . . . . . 1 Mast Arm Vibration Reduced with Damper . . . . . . . . . . . . . . 4 Unmanned Aircraft Takes Off for Survey Work . . . . . . . . . . . . 6 Other Technology Topics . . . . . . . . . . . . . . . . . . . . . . 8 Engineering Electronic Signatures Streamline Consultant Contracts . . . . . . . 12 Project Plans Moving to 3D . . . . . . . . . . . . . . . . . . . . . 14 Other Engineering Topics . . . . . . . . . . . . . . . . . . . . . . 17 Construction Asphalt Quality Factor Used in Bidding Process . . . . . . . . . . . 19 Real-Time Smoothness Technology Improves Your Ride . . . . . . . 21 Other Construction Topics . . . . . . . . . . . . . . . . . . . . . 23 Maintenance Customized Spray System Controls the Flow . . . . . . . . . . . . 27 Got Lights? New Electrical Box Makes Sure . . . . . . . . . . . . . 29 Grate Lifter Improves Safety . . . . . . . . . . . . . . . . . . . . 31 New AVL Technology is Upping the Snow Game . . . . . . . . . . . 32 Online Tool Brings 3-Year Plans Together for Maintenance . . . . . . 35 Other Maintenance Topics . . . . . . . . . . . . . . . . . . . . . 37 Community Access Permits Have Faster Turnaround . . . . . . . . . . . . . . 41 Utah Bicycle & Pedestrian Counts Guidebook . . . . . . . . . . . . 43 Connecting Transportation and Land Use . . . . . . . . . . . . . . 45 Improved Process for Statewide Utility License Agreements . . . . . 46 Other Community Topics . . . . . . . . . . . . . . . . . . . . . . 47 U TAH DEPARTME NT O F TRANSPO RTATI O N

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TECHNOLOGY

Cutting-Edge Traffic Signal Control Keeps Utah Moving

CUTTING-EDGE TRAFFIC SIGNAL CONTROL KEEPS UTAH MOVING Traffic in Moab can change drastically from one moment to the next. By using cutting-edge traffic signals that can talk to each other and adapt in real time, however, we can keep Moab moving.

EFFICIENCY

INNOVATION

Signal Controller Peer-to-Peer Communications PPT

MOBILITY Link

Figure 1 – Seasonal & Congested Traffic in Moab

Moab, Utah is a world-class tourist destination, and traffic there can be unpredictable. On busy weekends, traffic congestion was becoming more and more common. UDOT’s Signal Operations group did what they could, but their engineers in Salt Lake City and technician in Richfield were too far away from Moab to effectively monitor traffic and adjust traffic signal programming. Because Moab’s traffic fluctuates based on unpredictable factors like weather, the signal timing was not always optimal— sometimes UDOT’s engineers would underestimate the amount of traffic, leading to signal timing that couldn’t accommodate everyone. At other times, the traffic would be overestimated, leading to signal cycles that were too long, thus causing unnecessary delay to pedestrians and other travel modes.

One possible solution in such circumstances is the use of server-based traffic-adaptive systems, commonly called Adaptive Signal Control Technologies (ASCT), that use vehicle detectors and computer algorithms to adjust the signal timing to the amount of traffic that is present. However, such systems are costly, difficult to monitor, rely on specialized controllers and detectors and require robust communications infrastructure to a secure location where the server resides.

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Cutting-Edge Traffic Signal Control Keeps Utah Moving

TECHNOLOGY

Fortunately, new technological advancements are available in the latest generation of traffic signal controllers that UDOT uses. Signal controllers (specialized computers housed in a weatherproof cabinet at each intersection) now have the ability to let UDOT’s engineers design custom computer code to do things that were not possible before. The controllers also have the groundbreaking ability to talk directly to each other over a communications network in a peer-to-peer configuration without requiring an expensive computer server.

Figure 2 – High truck traffic - Moab

Matt Luker, a Statewide Signal Engineer at UDOT’s Traffic Operations Center, developed programming for the signal controllers that allows them to perform many of the functions of a server-based trafficadaptive system without the specialized controllers, detectors, or server. The system uses the existing fiber-optic communications network between the intersections and the existing detection. Custom code in the signal controller performs calculations on detector data to adjust the cycle length to fit the traffic.

The system was deployed in March of 2016. Using UDOT’s Automated Traffic Signal Performance Measures system, engineers were able to compare traffic in Moab on some busy holidays in 2015 and 2016. The results showed a considerable improvement in traffic flow during the busiest times, while the cycle length remained low during less busy times, keeping delay for pedestrians to a minimum when there was less traffic.

Figure 3 shows the occurrence of split failures (when queues of vehicles are still present after the signal turns red) before and after implementation of the peer-to-peer adaptive control. As shown in the figure, the split failures on the Main Street phase were dramatically reduced (86% for northbound, 85% for southbound).

The Moab Peer-to-Peer Adaptive Signal Control system cost approximately $20,000, including staff time and travel. Capital outlay for traditional ASCT systems may be up to $60,000 per intersection; with 7 intersections, a system in Moab could have cost up to $420,000. Such systems often also require ongoing maintenance and software fees to third parties which are not required with the Peer-to-Peer Adaptive system. The Peer-to-Peer Adaptive system saved UDOT up to $400,000, and saved travelers in Moab time, fuel and frustration.

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TECHNOLOGY

Cutting-Edge Traffic Signal Control Keeps Utah Moving

MOAB–SPLIT FAILURE RESULTS 800 700

800

NORTHBOUND

700

600

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500

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400

86% Decrease

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400 200

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Before (5/23/2015)

After (5/28/2016)

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500 7% Increase

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EASTBOUND

100

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Main @ 100 North Main @ Center St Main @ 100 South Main @ 300 South Main @ Kane Creek

After (5/28/2016)

WESTBOUND

26% Decrease

300 200

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400

200 0

85% Decrease

300

200 0

SOUTHBOUND

Before (5/23/2015)

After (5/28/2016)

Figure 3 – Split failure occurrences before and after implementation of peer-to-peer adaptive control

Figure 4 – Delicate Arch - Moab

For more information contact Operations; Director of Traffic Management

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TECHNOLOGY

Mast Arm Vibration Reduced With Damper

MAST ARM VIBRATION REDUCED WITH DAMPER Wind loadings can be a significant concern for traffic signal mast arms, resulting in mast arm tips oscillating by as much as six feet. UDOT tested a self-contained vertical dampening device during the summer of 2016. The testing showed a reduction in signal mast arm vibration of 86%-92%.

The benefits are less fatigue on mast arms, resulting in a longer life cycle and enhanced safety for the traveling public.

INNOVATION Damper Field Tests Video

SAFETY Link

In the interest of preserving infrastructure and ensuring our roads are as safe as possible, the UDOT signals group sought to test a signal mast arm vibration mitigation device. UDOT purchased and has tested several Vibration Damper Mitigator (VDM) units at various locations throughout Region Two that are prone to high wind events.

The self-contained vertical damper units are housed in a 4.5” diameter aluminum tube 43” in length. An iron mass is suspended in the tube that creates a dampening effect. Specifically designed bearings on the tube reduce vibrations and oscillating movements. The VDM unit is installed approximately 12” from the signal head connection to the mast arm. Tests were conducted under ideal, wind-free conditions before and after installation.

Laboratory tests were also conducted prior to the UDOT field test.

VDM installed on signal mast arm

Each VDM unit costs approximately $850 per mast arm.

Traffic signal structures are prone to high flexibility due to the nature of their design, which makes them susceptible to vibration caused by high winds.

Repeated stress on the signal structure from oscillation due to wind can cause extreme fatigue and reduce the life cycle of the structure.

VDM installed on signal mast arm

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TECHNOLOGY

Mast Arm Vibration Reduced With Damper

Benefits to UDOT as a result of these deployments: • Less galloping of the traffic signal structure equals a longer infrastructure life.

• Future designs of traffic signal structures could result in less steel being used for a cost savings.

• Less galloping of the traffic signal structure makes failure much less likely. This results in safer roads for the traveling public.

• A more stable traffic signal structure could result in less moving and twisting of traffic signal heads in high wind situations. This results in safer roads for the traveling public and a potential longer life span for the traffic signal heads.

• Operational benefits can be achieved by less movement of the mast arm. Vehicle detection sensors mounted on the mast arm may need to be calibrated less frequently and can be more accurate with less movement.

• Use of the VDM unit creates a safer work environment for signal technicians who are repairing mast arm equipment. The mast arm stays more level with fewer oscillations.

Internal schematic of a VDM

For each intersection UDOT installs the VDM units, UDOT expects to save approximately $800 each year for the life of the installation. This is broken out by approximately $100 per year in fatigue savings on the steel, $200 per year in reduced maintenance costs by reducing technician involvement and $500 per year in savings through efficiency in operation (detection accuracy improvement, reduced downtime, etc).

Use of this device has decreased the amplitude of pole galloping by between 86% and 92% (see graphs). By reducing the likelihood of mast arm failure from oscillation and vibration, UDOT has increased safety of intersections during wind events as well as extended the life cycle of the mast arm by reducing the fatigue life.

For more information contact Operations; Director of Traffic Management

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TECHNOLOGY

Unmanned Aircraft Takes Off for Survey Work

UNMANNED AIRCRAFT TAKES OFF FOR SURVEY WORK The use of Unmanned Aircraft Systems (UAS) within the Department has the potential for powerful benefits, ranging from increasing productivity to that of saving human lives. Moving forward, the hope is to determine areas where the Department can use these new tools to innovate the operations within the transportation system.

INNOVATION Albris Drone Example Video

QUALITY

SAFETY

Link

Aerial photo of the I-70 Eagle Canyon Bridge taken with UAS

During the past few months, the Department has made a concerted effort to determine the benefits UAS use may have within the transportation system. The Federal Aviation Administration has reported a proposed economic benefit of $100 million or more, as well as the potential to save many human lives. The Department has set goals to test the use in environments where the potential to see the most benefits is the highest. The primary benefits are cost savings, improved efficiency and productivity within project delivery from design through construction and the ability to safely navigate in areas that are difficult or dangerous using traditional methods.

Some areas in which the use of UAS is being tested are: • Bridge inspection • Land slide monitoring • Inventory of airport infrastructure • Future design use • Asset management • Surveying

UAS-based point cloud from US-89 in Logan Canyon

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TECHNOLOGY

Unmanned Aircraft Takes Off for Survey Work

While the program is still in its infancy, the Department sees the potential for huge benefits. Preliminary testing using UAS for surveying activities shows the potential to survey large areas of land quickly and safely over traditional surveying methods. A task that would traditionally take a week can now be completed in a few days, including processing time. UAS use also allows surveying activities without having to close lanes or impede traffic. Another area the Department sees benefits is on bridge inspections. The use will allow inspection in potentially dangerous or tight areas and allow inspection where the bridge has a load posting that doesn’t allow for the heavy inspection vehicle to drive on the bridge.

In the upcoming year, the Department anticipates a high utilization of UAS tools on pilot projects, which will enable the Department to document a return on investment and cost analysis.

Preliminary goals for 2017 pilot projects: • Asset management • Incident management • Emergency response • Avalanche monitoring • Monitoring of distress data • Surrounding airspace evaluation • On-demand mapping and aerial photography • Construction inspection and quantities The Department envisions seeing new innovative advances in doing business using UAS. For this initiative, all Divisions within the Department are collaborating with each other as well as the Utah Highway Patrol to achieve success with this program.

UAS-based point cloud from Hanksville airport

For more information contact Project Development; Engineer for Standards and Design

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TECHNOLOGY

Other Technology Topics

TRAFFIC SIGNAL LEFT-TURN LOGIC TO MITIGATE SIGHT DISTANCE CONCERNS INNOVATION

MOBILITY

SAFETY

This partnership of Region Two, Region Three, and the Traffic Management Division sought to improve safety by making signal modifications in areas with limited sight distances. UDOT staff used logic within traffic signal controllers to modify left turn permissive signal movements based on the position of opposing vehicles. This project enhances safety and maintains mobility. Approximate cost to make the necessary signal head changes was $1,000. Approximately $3,000 per year in user cost delay is saved.

For more information contact Operations; Director of Traffic Management

UDOT SIGNAL PERFORMANCE MEASURES SOFTWARE SHARED NATIONWIDE INNOVATION

MOBILITY

QUALITY

This project creates a more stable and secure open-source package for the Automated Traffic Signal Performance Measures that UDOT can share more efficiently with partners and industry. FHWA will manage the open-source product. A single architecture allows for better collaboration in creating new industry metrics. Through collaboration, UDOT is helping to create a new national standard in signal performance metrics. The UDOT SPM software has been implemented in 16 agencies (20 by the end of 2016) nationwide and demand is growing. UDOT is benefiting by making the software open-source through the receipt of new metrics that other agencies have created. A cost-benefit calculated a few years ago shows a savings of over $3 million over a time period of 9 months. Savings now with the new metrics and software are much greater.

For more information contact Operations; Director of Traffic Management

MOBILE LICENSE PLATE READER FOR COMMERCIAL VEHICLE SCREENING EFFICIENCY

MOBILITY

SAFETY

The Motor Carrier Division has procured a mobile license plate reader trailer for the screening of commercial vehicles in areas of the State where a Port of Entry doesn’t exist. This trailer is set up on the side of the highway, and the cameras read the license plates and the DOT numbers of commercial carriers. The carrier is identified, and the officer is able to make informed decisions as to whether that vehicle/company passes the established safety and credential standards. This allows compliant carriers to keep moving and allows the officer to focus his/her time on carriers that may need further assistance in their operation and compliance. This is mainly operated by our partners at the UHP. For more information contact Operations; Motor Carrier Director

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TECHNOLOGY

Other Technology Topics

PROPOSED SAFETY IMPROVEMENTS ANALYZED USING USRAP ONLINE TOOLS EFFICIENCY

INNOVATION

QUALITY

SAFETY

The United States Road Assessment Program (usRAP) is a suite of online tools for calculating, managing, analyzing and presenting RAP Star Ratings and Safer Road Investment Plans. By using state-of-the-art cloud-computing technology, usRAP provides tools, services and workflows to manage the RAP data lifecycle, from initial dataset pre-processing to on-screen reports and downloadable detailed data. usRAP draws upon the roadway feature data collected by Mandli during our asset inventory collection cycles.

The roadway information is analyzed using Safety Performance Functions to provide projections of severe crash reductions for proposed systemic safety improvements.

For more information contact Operations; Traffic and Safety Director

INCREASING HPMS AND LRS DATA VALIDITY EFFICIENCY

QUALITY

In the Highway Performance Monitoring System (HPMS) and Linear Referencing System (LRS), we are building the qualitative relationship between each HPMS layer: Implementing a new quality check program locally, transferring from the Oracle LRS application to the Roads & Highways application to allow a GIS representation of FHWA-required data and making data portable and easily shared among customers and data shareholders throughout the Department. This is being done in an effort to speed up the annual HPMS submission, eliminate the last-minute errors and increase data validity.

For more information contact Program Development; HPMS Manager

SKID RESISTANCE AND WET PAVEMENT CRASH ANALYSIS IN UPLAN EFFICIENCY

QUALITY

SAFETY

Pavement friction (skid) data and wet pavement crashes were analyzed and mapped in UPlan. These maps enabled us to maximize the understanding of the collected data for Skid Resistance and Wet Pavement Crashes over time. Various layers in the maps include surface type history, normalized skid resistance data and wet pavement crash segments with normalized skid data color coded with their respective conditions for Poor, Fair and Good.

For more information contact Program Development; Pavement Condition Engineer

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TECHNOLOGY

Other Technology Topics

AIRPORT SYSTEM MANAGEMENT ENHANCEMENT EFFICIENCY

QUALITY

Within the Aeronautics program, we incorporated the use of the GCR Airport System Management database program enhancement. This was used to update the budget spreadsheet this year, which allowed us to run one report rather than multiple reports to get an end-of-year, project-by-project expense summary.

For more information contact Program Development; Programming Director

PROGRAM FINANCE DOCUMENTATION GOING 100% PAPERLESS EFFICIENCY

QUALITY

The Program Finance Team has committed to convert documents and other papers into digital form and store these in ProjectWise 100% of the time. Going paperless will save money, boost productivity, save space, make documentation and information sharing easier and even help the environment. Program Finance is 100% paperless with all current documentation and about 75% with all old documents that need to be scanned into ProjectWise. Our goal is to be 100% paperless by June 30, 2017.

For more information contact Program Development; Programming Director

IN4 STATION PORTAL IMPROVES COORDINATION ON REGION FOUR PROJECTS EFFICIENCY

QUALITY

The Region Four “IN4 Station Portal” uses a Google site platform to provide region employees with instant access to employee specific forms, project emails, ProjectWise folders, web-based applications, staff directory, cameras, VMS boards, permits, region calendar, key messages and training within three clicks. Lists and Cards can be quickly filtered and sorted to deliver information relevant only to the jurisdiction, key position or route needed and to monitor potential corridor conflicts.

For more information contact Region Four; Communications Manager

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TECHNOLOGY

Other Technology Topics

ADOPT-A-HIGHWAY GETS MAPPED EFFICIENCY

QUALITY

UPlan and this database allow more efficient management of the Adopt-a-Highway (and potentially the Sponsor-a-Highway) programs. Previous to these apps being on UPlan, each region had a variety of ways to document what sections of roads were available, as well as different agreement forms, applications and safety rules. We now have a single application form with all of the information needed that can be used statewide. A presentation of this app was given at the 2016 Annual Conference.

FY16 savings is approximately 8 days in managing program @ $25/hour = $1,600/year.

For more information contact Region One; Preconstruction Engineer

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1 1 U TAH DEPARTME NT O F TRANSPO RTATI O N

Electronic Signatures Streamline Consultant Contracts

ENGINEERING

ELECTRONIC SIGNATURES STREAMLINE CONSULTANT CONTRACTS The new Digital Transaction Management (DTM) process has saved the Department time and expenses related to printing, copying, mailing and archiving hard copies of contracts. The efficiencies have decreased the overall time to execute contracts, allowing work to begin sooner on projects.

EFFICIENCY

QUALITY

In an effort to save time, reduce material costs and provide real-time signature tracking on contracts, Consultant Services sought out the benefits of implementing software that could manage contract work flow and electronic signatures. Consultant Services partnered with UDOT Business Information Technologies to find a DTM solution that would provide the functionalities required for the new process.

In January 2016, Consultant Services began putting use cases together to create a new workflow. Based on the new workflow and system requirements, DocuSign was selected as the DTM solution. In April of 2016, Consultant Services began a pilot testing phase which included sending and receiving contracts to a select group of consultants. While in the pilot phase, Consultant Services realized savings in overhead costs and efficiency throughout the contract signature process, reducing the time to execute a contract from months or weeks, down to just days, or even hours. In addition to the Department, consultants and local governments have also recognized reductions in time and cost with this updated technology.

On May 16, 2016, Consultant Services went live with DocuSign and began processing all contracts electronically though this solution for signatures. This process change was well accepted and greatly appreciated by the consultant community. With the implementation of DocuSign, Consultant Services no longer have to utilize time and resources to scan, print, fax, copy or physically file contracts. DocuSign’s ability to provide electronic legal copies and electronic record keeping reduces the need to house contracts in large filing cabinets that take up office space. New processes using DocuSign have not only reduced overhead costs, they have also saved valuable time in sending and receiving a contract.

• Standard postage cost to send and receive a contract ranges from $4 to $5.

• Overnight contracts average around $20 or more depending on size (weight) of the contract.

• A DocuSign envelope transaction to send and receive a contract is $2.50.

• Using DocuSign DTM reduces the need to purchase and recycle office materials.

• Using DocuSign DTM lowers the risk of project delays, saving taxpayer time and money.

This advanced technology allows Managers and Directors who may be out in the field for several weeks the ability to stay connected by optimizing mobility and downloading DocuSign’s mobile application to Android and iOS devices, which allows them to review and sign contracts on the go.

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1 2 U TAH DEPARTME NT O F TRANSPO RTATI O N

Electronic Signatures Streamline Consultant Contracts

ENGINEERING

The DocuSign DTM signature routing process aids in reducing the number of car or delivery truck trips to and from UDOT, resulting in fewer possible fatalities and preserves Utah’s road infrastructure and assets.

Sending and receiving contracts electronically also reduces the amount of gas needed for delivery trips to help reduce the amount of CO2 emissions that pollute Utah’s air quality.

The consultant contracting DocuSign DTM software implementation has proven to be a success in cutting costs and speeding up the overall contract signature routing process. In turn, the trickle effect of cutting down the number of days for a contract to go through signature routing to completion will also help to speed up the completion time of a Project Manager’s construction project schedule. Reduced number of days to finish a construction project returns more money back into the taxpayer’s wallets.

Internal and external Consultant Services customers are extremely happy to use and see the efficiencies the contract signature routing process has provided. Recognition of these efficiencies has opened several other opportunities for workflow review and DTM use within other areas of the Department.

Consultant Services contract execution process and improvements For more information contact Project Development; Consultant Services Manager

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1 3 U TAH DEPARTME NT O F TRANSPO RTATI O N

ENGINEERING

Project Plans Moving to 3D

PROJECT PLANS MOVING TO 3D UDOT leads the nation in development of Intelligent Design and Construction (IDC) initiative.

By utilizing different strategies at different phases of a project, we improve efficiency and communication.

EFFICIENCY S.R. 20 Passing Lane Project Example

INNOVATION Link

QUALITY

O P F

Aerial photo of S.R. 20 passing lane project with no construction survey staking

UDOT has achieved an important milestone by completing the S.R. 20 passing lane project using UDOT’s 3D electronic model as the legal plan. The project was delivered with the innovative Construction ManagerGeneral Contractor (CMGC) contracting method which allowed UDOT to work collaboratively with the contractor prior to construction to deliver UDOT’s 3D model as the legal document. The S.R. 20 Passing Lane Project is the first of a series of projects identified to use CMGC to advance the IDC initiative.

Design Phase: File compilation saves time and puts UDOT and the contractor on the same page.

During the design process, it became evident that technology and programming within the industry hadn’t advanced fast enough to allow the electronic files to be consumed by the contractor with a simple push of a computer key. UDOT designers, along with contractor personnel, prepared an alternative approach using a compilation of electronic files to transfer into AutoCAD Civil 3D and Trimble software that were then used to create the contractor’s model. This compilation of electronic files was ultimately agreed to be the same design intent as UDOT’s model, and UDOT’s model was awarded as the legal contract instrument.

While the file compilation method greatly minimizes or eliminates production of plan sheets, reduces the contractor’s uncertainty of UDOT’s design and saves time by decreasing the need for iterative conversations between the contractor and designer, a more streamlined approach was needed.

Subsequent to the completion of design for the S.R. 20 project UDOT personnel continued to work with industry design software firms to further develop tools necessary to convey the UDOT model to the contractor. These efforts have resulted in refining the use of an Interoperable Civil Model (ICM) to translate the 3D design data to the contractor’s MCG software. It is anticipated that future projects will be able to utilize a comprehensive ICM to replace the compilation of electronic model files that were used on S.R. 20.

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1 4 U TAH DEPARTME NT O F TRANSPO RTATI O N

Project Plans Moving to 3D

ENGINEERING

In addition, UDOT has invested in software that will convey its future 3D models to a GIS format and deliver the model to mobile devices through UPlan, UDOT’s online map center.

Construction Phase: Hand held devices and electronic communication fast-track the project.

The S.R. 20 project team estimates that the comprehensive use of IDC technologies advanced the project schedule by approximately three weeks. While difficult to specifically measure, the use of IDC technologies saves time and conserves project funding.

During construction, UDOT inspectors used mobile devices loaded with iModel software, combined with a surveying rover, to replace, in large part, traditional plan sheets. Inspectors were trained on-site to use rovers to verify grades and locations of items, and to check and measure items such as grade, guard rail and rip rap.

Examples of the roadway model and of guardrail and data contained in the model delivered in construction with OpenRoads Navigator used on mobile devices in the field

The iModel-rover combination allowed the contractor to forego wood staking for their survey. Dozers, graders and excavators with GPS equipment completed roadway excavation, built fill slopes, installed drainage and built grade all from the design model.

There are several iModel-rover efficiencies that were realized on the project: • Inspectors were more efficient and learned skills to improve the project as well as themselves.

• Issues were resolved more quickly than with a conventional paper plans project.

• Discrepancies in grade were identified more quickly. Using the rover allowed corrections to be made with virtually no delay, all while maintaining the integrity of the UDOT 3D reference model.

• Quantities were verified against the model by the design engineer on the same day that data was collected and sent, which helped to keep the project on track.

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1 5 U TAH DEPARTME NT O F TRANSPO RTATI O N

ENGINEERING

Project Plans Moving to 3D

More significant IDC efficiencies on the S.R. 20 project.

Masterworks software, another aspect of IDC, was employed to compose daily diaries, record visuals and post items for payment. Using Masterworks cut the wait time on the paperwork pipeline in half. The Field Engineer (FE) could review and approve documentation the same day it occurred. This efficiency allowed the FE more time to verify project specific items. Because all the data was at the FE’s fingertips, the FE was never pressed to make rush decisions.

IDC collected field data helped save the Resident Engineer’s (RE) time. When a change order was required, data was collected and sent to the design engineer for verification. The RE could then make a decision the same day data was collected, and process the change order without delaying the project schedule. Without the IDC technologies, this verification process would normally have taken a week or more.

IDC included a way for the contractor to provide submittals and UDOT responses electronically.

This automated work flow saved the project a number of hours in document prep and response time and optimized decision making timeframes.

Looking Ahead: Projects with more complexity are on UDOT’s horizon.

The civil construction industry is in early development of the IDC process and UDOT is a frontrunner.

The S.R. 20 Passing Lane project is UDOT’s first comprehensive IDC project. UDOT and W. W. Clyde have made significant progress on the S.R. 20 project to advance IDC. UDOT is moving forward with increasingly complex projects in Region Four (S.R. 10) and Region Two (I-80) using innovative CMGC contracting. In addition, UDOT is poised to become the first DOT to advertise a design-bid-build project with the model as the legal document for construction 2017 in Region Four (I-70). This project will utilize the refined comprehensive ICM file discussed previously.

Project Development

Reference Model Creation

Control Point 1

Advertised Reference Model

Control Point 2

Contractor Uses Reference Model for AMG

Intelligent Design and Construction (IDC) process

Similar to the SUCCESS Framework initiatives, the Project Development Group will evaluate cost and efficiency for 3D Design and Construction in the coming years at control points one and two in the throughput diagram above. Once created, the Reference Model will be used to advertise a project (Control Point 1). Next, the contractor will use UDOT’s Reference Model to compile files to operate Automated Machine Guidance (AMG) equipment to build the project (Control Point 2).

The end goal of the IDC initiative is to advertise all design-bid-build projects with the UDOT’s 3D model as the legal document. This innovation will reduce or eliminate paper plan sheet production which consumes 50-70% of the time and cost in preparation of the construction contract and construction plan.

For more information contact Region Four; Preconstruction Engineer

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1 6 U TAH DEPARTME NT O F TRANSPO RTATI O N

ENGINEERING

Other Engineering Topics

WRONG-WAY DRIVING DETERRENCE WITH RESEARCH AND NEW STANDARD INNOVATION

MOBILITY

SAFETY

Research was conducted on state-of-the-practice techniques to deter wrong-way driving, particularly those initiated at interstate freeway off-ramps. A comprehensive literature search was conducted, as well as a scan tour of a couple of states that have been on the forefront of implementing this type of effort.

The knowledge gained from this study has spurred the development of a new UDOT standard drawing for implementing a proven technique utilizing flashing lights and signage at freeway off-ramps. Several ramps have been identified to test this on, and implementation is expected to be incorporated soon.

For more information contact Program Development: Research Director

PRECONSTRUCTION PROJECT SCOPING EFFICIENCY

QUALITY

We are producing well-defined project scopes and accurate schedules to meet project goals and budget. Scoping is accomplished more and more thoroughly in a timely fashion. Improving this process follows the Governor’s SUCCESS Framework for efficiency.

For more information contact Project Development; Engineer for Preconstruction

MAPPING SITE VISIT NOTES HELPS DESIGN INNOVATION

QUALITY

The Design Notes database utilizes UPlan and was created to allow designers at Region One to use mobile devices in the field to record point locations of interest and discuss items of concern at project meetings. Users are able to attach a photo to points in the field, as well as adding other files if needed when they return to the office. This allows for better accuracy of where issues are located in the field, so that better discussions can take place with the project team, especially during the kick-off and scoping phases of the project. FY16 savings is in better scope of projects and design, saving money in construction and better project plans.

For more information contact Region One; Preconstruction Engineer

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1 7 U TAH DEPARTME NT O F TRANSPO RTATI O N

ENGINEERING

Other Engineering Topics

PAVEMENT CORE LOCATIONS GET MAPPED USING MOBILE DEVICES EFFICIENCY

QUALITY

The Pavement Cores database utilizes UPlan and allows the pavement engineer in each region of UDOT to use a mobile device in the field to record the location of pavement cores taken and then upload the photos taken in the lab onto a map. This map is public so that the design team can view the information, and if desired, even download the cores pertinent to their project to be used as reference in their design files.

This saves time on project design and cost on product construction.

For more information contact Region One; Preconstruction Engineer

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1 8 U TAH DEPARTME NT O F TRANSPO RTATI O N

CONSTRUCTION

Asphalt Quality Factor Used in Bidding Process

ASPHALT QUALITY FACTOR USED IN BIDDING PROCESS In order to make contractors more responsible for the quality of the product on the project, we used their past reports and data to give them a quality index number which was incorporated into their bid package.

INNOVATION

QUALITY

Introduction to Quality Bid Factor PPT

Link

A new bidding innovation (Price+Time+Quality) developed by UDOT’s new Quality Division appears to be the first in the nation designed to hold contractors accountable for the quality of the asphalt they lay down on state projects over time. An “Asphalt Quality Factor” specification was the culmination of over a year and a half of work.

Region Four Engineering Tech, Daryl Christensen, extracted incentive and disincentive earnings of contractors over four construction seasons from the materials database and then charted the results.

This provided the base work for the division to create a formula that could stand through the rigors of the bidding process.

7%

Utah Department of Transportation Region 4 HMA, WMA, and SMA

30%

Incentive/Disincentive by Ton

Incentive Qty Tons

63%

Disincentive Qty Tons Reject Qty Tons Note: Data is limited to testing results recorded in UDOT Materials Database

2.14 Million tons placed from April 2010 to October 2014

The new factor was implemented using two projects in Region Four under special provisions created by Curt McCuistion and Robert Stewart. The first project was on S.R.18 near St. George. The factor did not have a significant effect on the outcome of the bid, but it did serve to get the attention of the bidders.

For the first time in their careers, their previous work was called into account. The second project was on U.S. 6 from MP 288 to I‐70. We have not seen the results of the quality factor on this project yet.

The effects are still being measured. More projects are being evaluated to be used to further test this bidding process.

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1 9 U TAH DEPARTME NT O F TRANSPO RTATI O N

Asphalt Quality Factor Used in Bidding Process

CONSTRUCTION

It is our intent to continue to use the contractors’ quality data history to aid in our selection of companies to do our work, with the hope that they will see an advantage to consistently produce quality materials.

This is an innovative approach that reflects the value of one of our most costly assets while maintaining a fair low‐bid environment. This emphasis on performance and quality should translate into long‐term savings for taxpayers and greater public trust in the contracting process.

For more information contact Project Development; Engineer for Quality and Materials

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2 0 U TAH DEPARTME NT O F TRANSPO RTATI O N

CONSTRUCTION

Real-Time Smoothness Technology Improves Your Ride

REAL-TIME SMOOTHNESS TECHNOLOGY IMPROVES YOUR RIDE Smoother concrete solutions provide a longer lasting and more durable pavement, require less maintenance over the life of the pavement and reduce vehicle emissions. This results in reductions to long-term operating costs for the pavement and the vehicles traveling over the smoother surface, as well as improved air quality.

INNOVATION

QUALITY

I-215 Reconstruction Video

Link

Real Time Smoothness (RTS) is a technology that provides concrete paving contractors the ability to monitor and make immediate adjustments to their concrete pavers by obtaining instant feedback on their current paving operations. This technology allows the contractor to fine tune their concrete paving operations, creating a smoother riding surface.

The RTS technology consists of an integrated system of profile data collection sensors and processing software that provides real-time profile feedback to the contractor. It includes Figure 1 – Display of RTS during paving operations. the installation of a laser detection system that is attached directly to the concrete paver.

These lasers provide real time feedback, allowing the operator to make instant changes to the paver as well as any related paving operations. These lasers detect dips and uneven pavement surfaces up to 1/500 of an inch. This information is provided to the operator in the form of a digital display (Figure 1).

UDOT, along with concrete paving contractors, realizes the importance of creating a smoother pavement surface during the initial paving operations in real time. The ability to provide a smoother pavement surface during construction reduces the number of man-hours and equipment needed to correct deficiencies once the concrete has cured. This results in fewer lane closures and less impacts to the traveling public, allowing the contractors to open the road sooner. Fewer lane closures and impacts to traffic lead directly to a safety benefit by reducing the amount of exposure to workers and the traveling public.

Implementation of RTS technology is benefiting contractors by giving them insight as to how their concrete mix designs are performing and providing them with the opportunity to fine tune these designs and their paving operations. UDOT is realizing these benefits because of more consistent concrete mixes which leads to a longer lasting and more durable pavement. Fewer deficiencies, along with a smoother ride, result in reduced pavement maintenance costs for UDOT. The public benefits from increased fuel mileage and less road noise on smoother pavements.

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2 1 U TAH DEPARTME NT O F TRANSPO RTATI O N

Real-Time Smoothness Technology Improves Your Ride

CONSTRUCTION

The following is a quote directly from one of our contractor’s Project Manager on the benefits of using RTS technology.

“After having the opportunity to test ‘real time’ smoothness equipment on our I-215 project, RLW saw the value and has purchased our own. This equipment helps us learn the effects of many factors on our paving, such as speed, slump, paver, etc. These are all seen in real time, which allow us to make changes and see the immediate effect. It has also helped us see equipment issues and address before it is several days of placement that we are having to grind. We feel that the addition of this equipment has helped our paving crew improve their quality.”

Figure 2 – RTS being used on November 23, 2016 on the I-215 project

For more information contact Region Two; Materials Engineer

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2 2 U TAH DEPARTME NT O F TRANSPO RTATI O N

CONSTRUCTION

Other Construction Topics

PROGRAMMING FUNDS FOR PROJECTS AT 100% OF APPORTIONMENT EFFICIENCY

QUALITY

In programming funds for projects, when establishing the budget for the 2016 Federal Fiscal Year, this year we programmed at 100% of apportionment. This was done in anticipation of receiving additional Federal Obligation Authority with the August Redistribution. Doing it this way helped prevent the rush request to deliver projects for obligation at the end of the year. This also assisted the UDOT Regions in being able to advertise projects at the right time in order to receive the best bidding and therefore the best value.

For more information contact Program Development; Programming Director

LONGITUDINAL JOINT SPECIFICATION INCORPORATED INTO HOT-MIX ASPHALT STANDARD SPECIFICATION 02741 EFFICIENCY

QUALITY

Longitudinal joint compaction of hot-mix asphalt has long been incentivized, but mostly ignored, by the contractors, as there was no disincentive associated with it. This revision, developed through a special provision used on four projects, both incentivizes and disincentivizes longitudinal joint compaction. This will force the paving contractors to develop approaches to achieve good joint compaction which will improve the performance and life of asphalt pavements statewide. Since the specification was just recently incorporated on four projects, it is difficult to predict cost savings at this point.

For more information contact Project Development; Materials Engineer

NEW COLD IN-PLACE RECYCLING (CIR) SPECIFICATION EFFICIENCY

INNOVATION

MOBILITY

QUALITY

Central Materials initiated research for Cold In-Place Recycling (CIR) of asphalt pavements to improve the construction process and specification. This has been ongoing for the last few years. CME Transportation Group was awarded the contract and developed a new approach for the mix design and the parameters that result in good CIR pavement performance. The engineered emulsion CIR material was found to behave more like an unbound material during the construction phase. Understanding this helped up develop a density target based on field 30-gyration pucks. The owner-control approach allowed us to use rolling patterns to set up the best compaction effort for mat density and to solve problems that come up in the field. The specification was completely reworked and performance tests added from the CIR research to indicate if the mat is ready to open to traffic. We constructed four projects successfully this year with the new specification for a total of a little over 30 centerline miles.

The resulting cost savings are approximately $1,870,000.

For more information contact Project Development; Materials Engineer

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2 3 U TAH DEPARTME NT O F TRANSPO RTATI O N

CONSTRUCTION

Other Construction Topics

PRECAST CONCRETE PAVEMENT REDUCES TRAFFIC IMPACTS EFFICIENCY

INNOVATION

MOBILITY

QUALITY

Precast concrete pavements are an emerging technology for rapid repair and rehabilitation of highvolume, congested roadways. Precast concrete elements can be fabricated indoors. They can be wet cured and steam cured, and curing can be maintained as long as necessary after casting. Panels can be rapidly replaced at a time least disruptive to traffic flow. UDOT has used precast concrete pavements on several rehabilitation projects and we continue to improve our process. The primary benefit of precast concrete pavement is that it saves users time in travel since we can open up construction projects to traffic within as little as 5 hours after panel placement.

For more information contact Project Development; Materials Engineer

PRECAST CONCRETE QUALITY AWARDS COULD MEAN FEWER INSPECTIONS EFFICIENCY

QUALITY

Inspection reports document and track quality control processes and material quality of the precast concrete suppliers. An achievement of 90% efficiency annually in both quality processes and material control is incentivized through reduced inspection for these Gold Class suppliers, relying instead on a statistically based inspection. Tracking and incentivizing precast supplier quality control processes and concrete material control may lead to reduction in inspections and associated costs, fewer reject products and greater reliability in supplier quality control.

For more information contact Project Development; Materials Engineer

TTQP AND WAQTC IMPROVED WITH ELECTRONIC PAYMENT PROCESSING EFFICIENCY

QUALITY

In the TTQP and WAQTC program for technician training and qualification, we are transitioning from manually accepting and processing payments to electronic payment processing. This has proven to be more cost-effective, with cost savings being about $13,000.

For more information contact Project Development; Materials Engineer

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2 4 U TAH DEPARTME NT O F TRANSPO RTATI O N

CONSTRUCTION

Other Construction Topics

MASTERWORKS FIELD BOOK AND CONSTRUCTION COST SAVINGS EFFICIENCY

QUALITY

In 2015, UDOT Central Construction started the process of replacing its legacy Project Accounting and Administration System (PDBS) with Software as a Service (SaaS), provided by Aurigo Masterworks.

Phase 1 was completed June 30, 2015 and included inspectors’ daily reports, visual inspections and Resident Engineers’ daily diaries. Phase 2 included item postings, pay estimates, change orders and more. We had 70 projects using Phase 1 functionalities and 6 projects using Phase 2 functionalities as of October 25, 2015. An eConstruction cost savings questionnaire was distributed by Parsons Brinckerhoff on behalf of FHWA and three UDOT projects were analyzed: two projects that utilized only the Phase 1 functionality and one project that utilized Phase 1 and 2 functionality. The estimator showed that the Phase 1 functionality resulted in 1.6% cost savings based on original contract value, and the Phase 1 and 2 functionality resulted in 12.7% cost savings based on original contract value. Assuming an $800-million construction program, this could result in cost savings of $12,800,000 and $101,600,000, respectively.

For more information contact Project Development; Project Controls Manager

SIGNAL TIMING REDUCES DELAYS IN CONSTRUCTION ZONES EFFICIENCY

MOBILITY

During construction projects, the Region One Traffic Signals Division reviews the traffic impact of the construction project and modifies signal timing within the work zone to optimize vehicles driving through the construction zone. This eliminates unnecessary delays that could be caused by standard signal timing of intersections impacted by construction. These changes can be made remotely so the modifications can occur instantly.

For more information contact Region One; Traffic Operations Engineer

CONCRETE PAVEMENT REINFORCEMENT VERIFIED BY RADAR EFFICIENCY

INNOVATION

QUALITY

Radar, a quality inspection tool, was used on the I-215, S.R. 201 to 4700 South Project. Our single biggest issue leading to distress in our concrete pavements is misplaced reinforcement steel (both dowel bars and longitudinal tie bars). The new specification requiring contractors to verify placement of the reinforcement steel is providing benefit to the department. Contractors and UDOT Inspectors worked together using radar on the project to verify proper placement of reinforcement steel within the concrete pavement (PCCP). This ensures that our pavements will meet their intended design life and continue to perform and operate while minimizing future maintenance rehabilitation costs.

For more information contact Region Two; Materials Engineer

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2 5 U TAH DEPARTME NT O F TRANSPO RTATI O N

CONSTRUCTION

Other Construction Topics

HOT-IN-PLACE PAVEMENT RECYCLING EFFICIENCY

QUALITY

The Hot-in-place-recycle asphalt pavement treatment was selected for the roads into Dugway, S.R. 196 and S.R. 199. This option was able to recycle the pavement surface, in place. It saved UDOT approximately $1.70 per sq. yd. ($1,050,000) over the more common option of rotomill and overlay.

One lesson learned was that the equipment and paving train are so long that they cannot maneuver tight curves. It also has difficulty with any widening area.

For more information contact Region Two; Materials Engineer

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2 6 U TAH DEPARTME NT O F TRANSPO RTATI O N

MAINTENANCE

Customized Spray System Controls the Flow

CUSTOMIZED SPRAY SYSTEM CONTROLS THE FLOW When we needed a new method to help with dust control and bridge cleaning, mechanics utilized existing tools to save money and get the job done. By custom fitting a truck’s air system to spray water, they saved nearly $70,000.

INNOVATION

QUALITY

Water Truck Video

Link

Creative thinkers in the mechanic’s shop have developed a retrofit that not only addresses the needs of several maintenance processes, but may help put the brakes on water waste and fugitive dust by actually using a braking component already built into heavy trucks.

Views of custom fittings for water truck

UDOT Region Four was in need of a water truck to help with dust control, compaction and bridge cleaning. While the region had several water tanks with small gasoline pumps, a more efficient process and greater precision were needed. Rather than purchase a $75,000 dollar tank and spray system, Mechanics Craig Guymon and Chris Carter opted for a custom-built and less expensive approach.

They determined they could control the direction of spraying water by tapping into the truck’s existing air system typically used to operate trailer brakes. By using this approach, a truck operator could be empowered to spray left, right, center or in a combination of any direction. To control the flow of water, mechanics dug into the truck’s sand spreading system. By installing a hydraulic water pump off of the sander’s hydraulic system they gained the ability to regulate water pressure.

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2 7 U TAH DEPARTME NT O F TRANSPO RTATI O N

Customized Spray System Controls the Flow

MAINTENANCE

Side view of custom fittings

At a cost of approximately $7,000, these guys took a system designed to stop on a dime and for a tenth of the dollar, converted it to go wherever needed, while also transitioning from sand to water.

This innovation shows UDOT employees’ unwillingness to simply trail behind the status quo and a willingness to keep one’s head out of the sand! (A good example of playing in the sand box while thinking outside the box.)

This resulted in equipment cost savings of $69,000 with a potential for replicating savings with future retrofits.

For more information contact Region Four; District Engineer

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2 8 U TAH DEPARTME NT O F TRANSPO RTATI O N

MAINTENANCE

Got Lights? New Electrical Box Makes Sure

GOT LIGHTS? NEW ELECTRICAL BOX MAKES SURE Ensuring that all lights on a truck and trailer are functioning normally can be a time-consuming, difficult affair. This box allows a single mechanic to test the wiring, functionality and performance of lights on trucks and trailers used by UDOT. EFFICIENCY

INNOVATION

QUALITY

Region One has 234 vehicles that are equipped to tow a trailer. The region also has another 93 pieces of equipment that are towable. Each has a set of brakes or other lights that must be kept operative. With so many different kinds of lights to test, this represents a significant time investment for a mechanic on a regular basis.

To make this process more time efficient, one of Region One’s mechanics developed an electrical testing box to help inspect or diagnose lighting and wiring problems with the 327 pieces of equipment they are responsible for. While a commercial testing box can be purchased for nearly $400, this box was built for approximately $200. But the cost isn’t the only savings this box has helped the mechanics realize.

Front view of the signal testing box developed by Region One mechanics

The commercially-available box simply doesn’t perform all the functions the Region One-developed box does. For example, each piece of equipment has a safety inspection each year. Performing this inspection without the box takes one mechanic a lot of time. He or she would have to turn on the lights, then go back and check if they were on or not, and so forth with each lighting aspect. Or it could be done with two mechanics, one turning the signals on and off, and one verifying the signal lights are working. So, it was a very time consuming and labor-intensive process, while other work in the shop had to sit idle.

However, with this box the signals can all be checked by one mechanic without all the walking back and forth. If the lights are not functioning or there are wiring issues in the vehicle being tested, this can more easily be isolated and repaired. So there is significant time savings achieved. Additionally, since towable equipment has an on-board battery, this equipment doesn’t need to be hooked to a tow vehicle to complete the diagnostic inspection. Therefore, a savings of time and shop space is also achieved.

Ultimately, Region One’s mechanics estimate a savings of one hour per towable vehicle, and a half hour for each towing vehicle. The region has realized a yearly savings of 210 man hours because of the use of this appliance. In our shop, when wages and shop costs are factored in, the annual monetary savings realized through the use of this box has been about $6,600.

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2 9 U TAH DEPARTME NT O F TRANSPO RTATI O N

Got Lights? New Electrical Box Makes Sure

MAINTENANCE

Side view of the signal testing box

A top view of the signal testing box developed by Region One mechanics, reveals the electrical connectors available to the mechanic to use in testing the various lighting systems on region equipment

For more information contact Region One; North District Engineer

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3 0 U TAH DEPARTME NT O F TRANSPO RTATI O N

MAINTENANCE

Grate Lifter Improves Safety

GRATE LIFTER IMPROVES SAFETY Shawn Bright, a Transportation Technician in Region Three’s Lehi Maintenance Station, developed a grate lifting device to remove heavy grates off of drainage boxes for cleaning. The device makes the grate removal faster and easier as well as being safer, meeting UDOT’s top strategic goal: Zero Crashes, Injuries and Fatalities.

EFFICIENCY

INNOVATION

SAFETY

Innovation occurs when someone identifies a problem and develops a solution. That’s exactly what Shawn Bright accomplished in developing the grate lifter. As a member of the Lehi Maintenance Crew, Shawn helps maintain the drainage systems on I-15, which requires periodic cleaning by lifting heavy grates from the center median or shoulders alongside live traffic.

Crews had come to dread this job because lifting the grate was difficult and posed safety risks such as injury to backs, fingers and feet. The weight of the grate could take several people to lift it to the side of the drainage opening and then to replace it after the cleaning was done – an equally difficult task.

As an experienced transportation technician and self-starter, Shawn took the initiative to solve this problem. UDOT keeps lifting devices in our shops and sheds, but could he create something portable that could use the same safety principles and mechanics alongside traffic? Shawn went to work designing the device on paper and then built a prototype with input and support from Station Supervisor, Marshall Terry.

Grate lifter connection

The Lehi station currently uses the grate lifter when they clean the drainage system on I-15 and other state roadways with similar drainage systems. Shawn is still tweaking the design and making adjustments before replicating the design for other stations to use. The grate lifter is a device that can improve safety throughout the department. It will help crews better maintain the drainage systems, but most importantly, the grate lifter helps our crews stay safe, meeting UDOT’s goal for Zero Crashes, Injuries and Fatalities.

Truck-mounted crane helps lift grates

For more information contact Region Three; District Engineer

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3 1 U TAH DEPARTME NT O F TRANSPO RTATI O N

MAINTENANCE

New AVL Technology is Upping the Snow Game

NEW AVL TECHNOLOGY IS UPPING THE SNOW GAME By using graphics that display the snow and ice performance measure, we can illustrate the real time conditions of our state highways alongside maps that show the locations of UDOT’s snow plow trucks. UDOT supervisors can then analyze past storms and present storms and assess resource allocation during storms for the most efficient plowing of state roads.

EFFICIENCY

INNOVATION

UDOT Traffic: Road Weather Conditions Webpage

MOBILITY

SAFETY

Link

Objective: To provide the public with safe roads during weather events by utilizing the latest technology while optimizing snow removal resources.

The UDOT Snow and Ice Performance Measure and Snow Management Dashboard has been implemented over the course of Fiscal Year 2016 to evaluate weather and road conditions facing our maintenance crews in real time using UDOT’s existing Road Weather Information System (RWIS).

Before this project, a performance measure was based on road condition reports at a minimum of two times a day for various road segments across Utah. This cost UDOT time and resources.

Figure 1 – UDOT snow plows keeping roads clear.

The Storm Intensity Index (SII) takes into account snowfall rate, road temperature, wet-bulb temperature and wind gusts (blowing snow) and freezing rain (road temperature and wet-bulb temperature) at each RWIS. Values are given based on these variables’ severity and summed, with snowfall rate given the highest weight. This value is then compared to the road conditions measured by equipment at the RWIS station. Coinciding with UDOT’s Snow Removal policy, when the SII is above one (or when it is snowing more heavily than one inch per hour at a temperature of 32 degrees and light winds), maintenance performance is either acceptable or exceeding expectations, depending on the road condition. When it is lightly snowing and roads are snow-covered, maintenance performance is deemed “unacceptable.”

Figure 2 on the next page highlights the relationship between the SII and the road condition. A determination of this performance is tabulated every 10 minutes for every RWIS that has the capability of determining the snowfall rate and road conditions.

Conditions from a single site can be analyzed in real-time or in the past in depth from UDOT’s Statewide Maintenance Forecast page (http://udottraffic.utah.gov/ForecastView; Figure 3), or multiple sites can be analyzed quickly in real-time from UDOT’s new Storm Management page (Figure 4). Automatic Vehicle Location (AVL) can track snow plows via this page and shed forecasts can be viewed by maintenance personnel so resource allocation can be assessed during storms for the most efficient plowing of roads.

Post-storm analysis can also be completed to further evaluate resource allocation for future storms as well as budget justification.

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3 2 U TAH DEPARTME NT O F TRANSPO RTATI O N

New AVL Technology is Upping the Snow Game

MAINTENANCE

Statewide performance can also be assessed via the Snow and Ice Performance Dashboard (http:// udottraffic.utah.gov/forecastview/ssipdashboard.aspx). Current accumulated performance from every RWIS through a given winter as well as monthly breakdowns can be displayed on this page. Future improvements will allow this page to show accumulated performance from a highway, region, area or shed level. New RWIS will also continue to be installed across the state and current RWIS will upgraded (an upgraded site is shown in Figure 5).

Figure 2 – Conceptual diagram of maintenance crew performance with the measured road condition on the x-axis and the Storm Intensity Index (SII) on the y-axis. Two SII thresholds are shown; if snow is falling greater than one inch per hour (with a road temperature and wet-bulb temperature of less than 32 degrees with light winds) and the road condition being reported is snow-covered, then maintenance performance would be “acceptable” (falling in the yellow box in the top left corner). If road conditions are being reported as wet under the same weather conditions (SII), then maintenance performance would be exceeding expectations.

Figure 3 – Example of the Snow and Ice Performance Measure’s graphical display at a single RWIS site during a heavy winter storm (http://udottraffic. utah.gov/forecastview/WRWISSI.aspx?locationid=26)

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3 3 U TAH DEPARTME NT O F TRANSPO RTATI O N

New AVL Technology is Upping the Snow Game

MAINTENANCE

Figure 4 – The Storm Management page showing radar, AVL information, and performance measure information from several sites over the past six hours

Figure 5 – A UDOT Snow and Ice Performance compatible RWIS weather station along US-6 in Spanish Fork Canyon

For more information contact Operations; Engineer for Maintenance

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3 4 U TAH DEPARTME NT O F TRANSPO RTATI O N

MAINTENANCE

Online Tool Brings 3-Year Plans Together for Maintenance

ONLINE TOOL BRINGS 3-YEAR PLANS TOGETHER FOR MAINTENANCE This web application has increased our ability to integrate maintenance issues into upcoming projects and allocate funding to the issues that need it most. At the same time, it has decreased the amount of time spent documenting and prioritizing said issues, saving around $50,000 annually in Region Two. EFFICIENCY Maintenance Plan in UPlan

INNOVATION

QUALITY

Link

Screenshot of the maintenance application

The new web-based Maintenance Department 3-Year Plan is a “one stop shop� for maintenance personnel to catalog and prioritize the issues they find within the boundaries of their stations. This list of issues allows them to utilize various types of funding, which is especially important for the issues that their stations do not have the means to address within their budgets. For each issue, the station can provide detailed estimates and descriptions, upload pictures and mark the location of the issue on a map. The application also allows for editing, prioritizing and filtering of the issues for ease of reviewing.

We are currently working on displaying the issues on UPlan in a filterable GIS map. This will allow better integration of the issues into upcoming projects. For instance, when a designer creates a concept for a project, they can use the map to identify issues in the area that could be added to the project, such as drainage, barrier or signage problems that are sometimes not identified until after the project has already been funded.

This application can be used on an office computer, a tablet or a smart phone, by any UDOT employee for all maintenance sheds throughout the State. That means a transportation technician can document an issue in the field, get quotes from contractors when he gets back to the maintenance shed and a designer would be able to, in the next day, incorporate that issue into a concept for a project.

The Maintenance Web-based 3-Year Plan is replacing an excel spreadsheet based program, which itself replaced a system based around hard copy plans. We expect to see cost savings around $50,000 annually in Region Two alone due to the ease with which plans are organized and prioritized.

In the 2015-2016 fiscal year, Region Two used their 3-Year Plan system to allocate over $4.8 million in funding to various projects. The prioritization and organization of the new system will allow faster identification of projects, as well as match those projects with the correct funding types.

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3 5 U TAH DEPARTME NT O F TRANSPO RTATI O N

R2 MAINTENANCE 3-YEAR PLAN SPENDING FY15 & FY16

MAINTENANCE

Online Tool Brings 3-Year Plans Together for Maintenance

$400,000.00

$3,650,000

$350,000.00 $300,000.00 $250,000.00 $200,000.00 $150,000.00 $100,000.00 $50,000.00

$316,000 $122,000

$.00

2411

ADA

$408,000 $221,000 $10,000

Contingency

Maintenance Spot

Signals

Safety Spot

Region Two maintenance 3-year plan spending for FY 2015 and FY 2016

For more information contact Region Two; District Engineer

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3 6 U TAH DEPARTME NT O F TRANSPO RTATI O N

MAINTENANCE

Other Maintenance Topics

PROCUREMENT CONTRACT PROCESSING TIME EFFICIENCY

QUALITY

Procurement purchasing agents are spending a higher percentage of their time reviewing full contract packages. Agents are able to prepare more and more bids as a result. Improving this process follows the Governor’s SUCCESS Framework for efficiency.

For more information contact Comptrollers; Procurement Manager

CULVERT MANAGEMENT PLAN HELPS KEEP CULVERTS WORKING EFFICIENCY

QUALITY

SAFETY

A database with the culvert inventory was the start of giving culvert management the attention that it deserved. The locations are now displayed on a GIS Map along with condition information to be able to maintain the culverts and keep them in good working condition. Cost savings are approximately $100,000 from better management of culverts. Knowing where they are is the key to be able to maintain and preserve.

For more information contact Operations; Director of Maintenance

MAINTENANCE CALCULATOR SIMPLIFIES ORDERING HOT-MIX ASPHALT EFFICIENCY

INNOVATION

QUALITY

Figuring out the most cost-effective plant from which to purchase hot-mix asphalt material for a given maintenance project location can be tough. It could place the Department in a position of liability if a fair and consistent procurement process is not followed. The calculation needs to be consistent statewide, and everyone needs to use the current bid prices, which can change throughout the year due to new changes in the Procurement processes. A system had to be developed to be able to handle new requirements. The HMA calculator was developed to help solve the issues and help Region field personnel have a tool to be able to confidently make those decisions without mistakes, saving the Department man-hour dollars while ordering from the most cost-effective vendor. Using this tool is estimated to save us $50,000 per year, plus reduced risk of litigation.

For more information contact Operations; Director of Maintenance

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3 7 U TAH DEPARTME NT O F TRANSPO RTATI O N

MAINTENANCE

Other Maintenance Topics

RECESSED PAVEMENT MARKERS INCREASE STRIPING VISIBILITY EFFICIENCY

INNOVATION

QUALITY

SAFETY

Installation of recessed pavement markers along 3 test sections in Region Four in 2015 has shown initial success with 99% durability over the initial winter and increased visibility of striping in dark, wet weather.

Now we’re working with Region Four to find a way to seal the pavement cuts and still provide adhesion of the markers to the pavement. We’ll try using UDOT forces to install markers on crack seal material this winter during regular crack sealing operations. This is not quite ready for widespread use, but initial results are encouraging. Estimated cost savings are $20,000 due to safe transportation delineation during wet weather conditions.

For more information contact Operations; Director of Maintenance

SOFTWARE MAKES REST AREA MANAGEMENT PLAN SUSTAINABLE EFFICIENCY

QUALITY

SAFETY

UDOT now has a sustainable software system to manage its rest areas statewide. This system combines the building rating data and maintenance and safety needs, as well as rehabilitation and replacement priorities. The Rest Area Management system will never be out of date and can be updated on the fly to keep it sustainable. The system has the potential of saving $40,000 per year because all of the information is in one place and can be managed from an office. Time is saved in not having to drive the state as much.

For more information contact Operations; Director of Maintenance

HEAVY EQUIPMENT MAINTENANCE EFFICIENCY

QUALITY

SAFETY

Heavy equipment and trucks are maintained and repaired in a timely manner and are available to meet snow plan expectations. Improving this process follows the Governor’s SUCCESS Framework for efficiency.

For more information contact Operations; Equipment Operations Manager

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3 8 U TAH DEPARTME NT O F TRANSPO RTATI O N

MAINTENANCE

Other Maintenance Topics

FACILITIES MAINTENANCE PLAN ELEVATES REGION CLOSE TO 90% SUCCESS RATE EFFICIENCY

QUALITY

SAFETY

Region Four has begun using a GIS-based, electronic facilities maintenance plan designed to meet the requirements of DFCM. Station and Area Supervisors can monitor the preventative maintenance requirements and schedules for their buildings. This will help elevate Region Four buildings into the required 90% success rate.

For more information contact Region Four; Administrative Manager

GROOVING IN TAPE EXTENDS EXPECTED PRODUCT LIFE EFFICIENCY

QUALITY

SAFETY

The standard warranty for pavement marking tape from 3M is four years. If we groove the tape, they offer a six-year warranty. The cost for grooving tape is approximately $0.30 per foot. At the end of the warranty period, we would paint over the tape to maintain the retro-reflectivity. The average cost for 4” paint is $0.14 per foot. 3M expects the tape to last longer than six years as it is protected from wear.

They are expecting 8-10 years; therefore, the tape could last the treatment cycle for the pavement.

Even if it doesn’t last and we have to paint, we have broken even with the two-year extension on the warranty. We have not had any tape in a groove long enough to see how long it will last as of yet.

FY16 savings is approx. 82 cents /LF of 4” wide stripe.

For more information contact Region One; North District Engineer

SERVICE REQUESTS HELP UPGRADE BUILDING LIGHTING TO LED EFFICIENCY

QUALITY

For Fiscal Year 2016, the Region Two Administrative Services Division created an online Building and Grounds Google form for employees to submit service requests. This approach also allowed us to keep track of service requests and make necessary changes. Over the course of the year we noticed a trend in burned-out lights (112 requests). After careful review, we realized that crews were spending a lot of time replacing burned-out lights every year. In an effort to reduce the amount of money spent on replacing burned-out lights and become more energy-efficient, we decided to replace the lights at the Traffic Operations Center, Materials Lab, Project Development building and the Administration building with LED lights. The LED lights cost upwards of $135k total, but will pay themselves off within 7 years based on watts not being used. With a life expectancy of 10-15 years, these LED lights will save the state around $55k to $144k over the life of the bulbs.

For more information contact Region Two; Administrative Manager

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3 9 U TAH DEPARTME NT O F TRANSPO RTATI O N

MAINTENANCE

Other Maintenance Topics

THERMAL IMAGING CONFIRMS AVALANCHE CONTROL EFFICIENCY

INNOVATION

MOBILITY

SAFETY

Expanding our network for remote avalanche control systems, we have improved our control work and the time necessary to complete operations, as well as having the ability to perform control measures more often. Incorporating Thermal Imaging has added another tool to help secure and clear areas prior to artillery avalanche control, as well as confirm results of control work. This tool provides another layer of safety added to our vast array of safety measures. Our efforts in developing a low-cost Radar avalanche detection system has given low-cost options to identify and locate avalanches that otherwise would go undetected. This system provides a real-time notification of both natural and artificial avalanche events and stands to improve the accuracy of avalanche forecasting. This innovation extends beyond just a tool utilized by UDOT, but will impact the world-wide avalanche community.

The avalanche control team is 30% more efficient during control efforts. Cost savings (exceeds $500k) are realized in user costs since there is less risk and delay for canyon users.

For more information contact Region Two; East District Engineer

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4 0 U TAH DEPARTME NT O F TRANSPO RTATI O N

COMMUNITY

Access Permits Have Faster Turnaround

ACCESS PERMITS HAVE FASTER TURNAROUND By meeting increased demand for Conditional Access Permits, while maintaining high standards of quality—without increased costs—the Department has reduced the internal costs associated with processing these permits by $1,560 each. The lower costs are also associated with shorter application turnaround times, which benefit the public by fostering more efficient land use development.

EFFICIENCY

Statewide Access Management Program Webpage

QUALITY

Link

UDOT Conditional Access Permits Average Cost (OE) Per Timely Permit (QT) (Average savings are $1,560 for each timely permit) $6,000.00 $5,000.00 $4,000.00 $3,000.00

$3,008.35

$2,000.00

$1,448.02

$1,000.00

Sep-16 Oct-16

Jul-16

May-16

Mar-16

Jan-15

Nov-15

Sep-15

Jul-15

May-15

Mar-15

Jan-14

Nov-14

Sep-14

Jul-14

May-14

Mar-14

Jan-14

Nov-13

Sep-13

Jul-13

$0.00

The Department’s Statewide Access Management Program oversees the coordinated planning, design, regulation and permitting of vehicle access point connections (driveways and streets) between state highways and land development. It encompasses a range of methods that promote the efficient and safe movement of people and goods by reducing conflict points on the state highway system at its interface with other integrated modes of travel. For example, this program benefits the traveling public, mass transit systems, pedestrians and bicyclists. A well-managed access management program also contributes to improving the air quality for all Utahns through reductions in commuter delay.

By effectively managing vehicle access points on the state highway system and promoting necessary network enhancements, the Department maintains the operational efficiency of the state highway system.

This statewide effort also helps to protect public safety, increase the viability of modal alternatives and improve the appearance and quality of the built environment. In addition, the Statewide Access Management Program plays a vital economic development role across the state of Utah. In this capacity, the program strives to achieve a responsible balance between operational safety, network speed and reasonable access to land development.

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4 1 U TAH DEPARTME NT O F TRANSPO RTATI O N

COMMUNITY

Access Permits Have Faster Turnaround

There are several key factors driving operational excellence within the Statewide Access Management Program. The first is the partnership that was forged between the Department and the Governor’s Office of Management and Budget (GOMB). When the GOMB first engaged the Department’s Statewide Access Management Team, we knew little to nothing about Eli Goldratt’s Theory of Constraints Model, and they knew little about the Department’s Statewide Permitting Operations Programs. Through a rapid exchange of ideas, concepts and processes, the Department and the GOMB were able to quickly identify a systems-based control point where a natural bottleneck developed within the program. That control point was identified as an incomplete access permit application being submitted for review (see diagram below), which pointed toward a deficiency in what we now call applicant education efforts.

From there, a systematic series of SUCCESS Framework Initiative tools were applied to ease the identified point of constriction within the program.

Access Permit Need PreApplication Meeting

Approval

Control Point

Application Submittal

10 Day Completeness Review

Review

Additional Information Needed?

Denial

Additional Information Letter Sent

Yes

Termination (60 Days Inactive)

Encroachment Permit

Processed Permit

Access permit application process and control point

The second key factor driving operational excellence is exceptionally great people at the operations level in the Department’s four Regions and phenomenal overall leadership at the highest levels of the Department and the GOMB. On the GOMB side, they sent in their seasoned professionals with strong qualifications in their respective operational areas. On the Department’s side, we assembled a statewide steering committee consisting of key operational practitioners, engineers and organizational leaders.

Together, we diagnosed the conflict point and then began adding available resources to that conflict point to effectively decrease delay and increase throughput within the program.

During the past year, the Statewide Permitting Operations team, with technical assistance from the Department of Technology Services and Project Development’s Business Information Technologies, was able to successfully modify the permit workflow structure of these permits within the Online Permits System. This initiative reduced the number of permit workflow-based statuses by half. It also served to increase statewide programmatic consistency by eliminating unnecessary or redundant steps.

Moving forward, the Statewide Permitting Operations team is focusing on administrative rule-based adjustments that will empower the operations pros across the state to fine tune the constant balancing act between maximizing the safety of the traveling public, optimizing mobility and providing reasonable access to land adjoining UDOT’s world-class highway system.

For more information contact Project Development; OAC Program Manager

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4 2 U TAH DEPARTME NT O F TRANSPO RTATI O N

COMMUNITY

Utah Bicycle & Pedestrian Counts Guidebook

UTAH BICYCLE & PEDESTRIAN COUNTS GUIDEBOOK A Utah Bicycle & Pedestrian Counts Guidebook was developed to provide clear guidance on methods for collecting bicycle and pedestrian data in Utah and to maximize the value of future count data by providing a standardized format and approach. This guide provides both a step-by-step, Utahspecific protocol, promoting consistency and direction for conducting counts, as well as providing guidance on choosing appropriate count technologies.

INNOVATION

MOBILITY

Research Report and Guidebook

Link

Cyclists and pedestrians, the focus of the new Guidebook

Over the past five years, Utah has experienced a significant increase in both the use of bicycles and walking for transportation, as well as demand for bicycle- and pedestrian-friendly infrastructure.

Historically, these modes have not been included in traffic counts, nor are they accurately represented in the long range planning models used by the UDOT and the Metropolitan Planning Organizations (MPOs).

This exclusion creates an incomplete picture of both state and local transportation systems. Without accurate counts it is difficult to measure facility usage, evaluate pre-post analysis of projects, conduct performance management, evaluate polices, conduct safety and crash analyses or calculate exposure and risk for non-motorized modes.

It is necessary to include non-motorized travel because what gets counted, actually counts. Providing accurate data on non-motorized travel is becoming increasingly important in prioritizing infrastructure improvements when funds are constrained. To make effective transportation decisions, it is necessary to have a more dynamic understanding of volumes and travel behavior for non-motorized travelers.

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4 3 U TAH DEPARTME NT O F TRANSPO RTATI O N

Best Practices for Counting Cyclists and Pedestrians

COMMUNITY

Limited resources and constraints on existing right-of-ways leave local jurisdictions fighting to provide affordable and efficient transportation modes, such as walking and biking. Counts can often provide leverage and support documenting existing demand or need for infrastructure program funding applications.

Budget, time and labor constraints limit the capacity of municipalities, counties, planning agencies and others to conduct continuous and ongoing counts at all sites of interest. This means that planners and public officials must make decisions based on limited data gathered from a sample of locations, selected using a “best guess” methodology. To date, it has not been clear which tools or methods would be most effective to gather this data given the incredibly diverse range of environments and conditions in the state. How to present the data in a way that would be both meaningful and useful.

Research was conducted by UDOT to assess appropriate and effective ways to conduct pedestrian and bicycle user counts in Utah. First, existing methods and technologies for counting non-motorized transportation users were identified. They were then evaluated to determine their appropriateness and effectiveness in different environments and conditions, as well as usefulness for measuring different trip purposes (e.g. transit access). A comprehensive literature review was conducted covering published, peer reviewed research, as well as work that had been completed by agencies, large municipalities or advocacy groups. Interviews were conducted with both local agencies who have experience conducting counts (Salt Lake City and Mountainland Association of Governments), as well as subject matter experts from around the country. Additional efforts included participating in national workshops and training webinars related to conducting non-motorized counts. Finally, validation data was collected and evaluated at several local sites.

As a result of this research, a Guidebook was developed that provides easy-to-use tips, methods and processes, as well as valuable information for conducting these counts. This Guidebook was targeted not only to State government use but also for use in local governments and municipalities. UDOT’s Planning Division will be using this Guidebook as a tool in their outreach efforts with local communities.

The Guidebook cover

For more information contact Program Development; Active Transportation Manager

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4 4 U TAH DEPARTME NT O F TRANSPO RTATI O N

COMMUNITY

Connecting Transportation and Land Use

CONNECTING TRANSPORTATION AND LAND USE The Transportation and Land Use Connection program allows for increased efficiencies in the overall transportation network by more closely coordinating land use and transportation planning efforts among various agencies.

EFFICIENCY

MOBILITY

QUALITY

TLUC Webpage

Link

The Transportation and Land Use Connection (TLUC) program is a collaborative effort between UDOT, the WFRC, UTA and local governments that recognizes the inherent relationship between transportation and land use planning. Through the program, local governments can apply to receive funding and technical assistance for integrated transportation/land use planning projects. The TLUC program is managed by the WFRC and numerous projects are underway along the Wasatch Front.

In FY 2016, the UDOT TravelWise program participated in an effort with Tooele County and other agencies that resulted in the Tooele County Transportation Plan. The plan incorporates several elements that are supportive of integrated transportation (one of the emphasis areas of UDOT’s vision and mission), such as multi-modal boulevards along activity centers, high-quality transit corridors and a non-motorized trail network. The transportation plan was developed in coordination with the County’s general plan, which allowed for a better linkage between transportation and land use planning.

Implementation of certain elements of the plan is already underway.

TLUC logo

UDOT TravelWise is currently involved in another TLUC project, the Life on State planning project in Salt Lake City and South Salt Lake, which aims to explore transportation and land use alternatives along the State Street corridor and surrounding neighborhoods in those cities. Agencies involved include Salt Lake City, the City of South Salt Lake, UTA, the WFRC and UDOT. Many of the efficiencies gained in the State’s transportation systems through the TLUC program will be realized over a longer period of time as plans are translated into real projects on the ground.

Example TLUC-related effort

For more information contact Program Development; Planning Director

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4 5 U TAH DEPARTME NT O F TRANSPO RTATI O N

COMMUNITY

Improved Process for Statewide Utility License Agreements

IMPROVED PROCESS FOR STATEWIDE UTILITY LICENSE AGREEMENTS By reducing the amount of time UDOT staff spends on each Statewide Utility License Agreement, we can save UDOT and our customers money and time. Our efforts have reduced customer wait time by three weeks so far, while eliminating UDOT staff time by two hours per agreement for a total of 122 hours of savings in FY 2016.

EFFICIENCY

QUALITY

Statewide Utility License Agreements Webpage

Link

Utility owners desiring to install facilities within UDOT rightof-way are required to obtain a Statewide Utility License Agreement prior to applying for encroachments permits.

After the utility company submits the required documents, UDOT reviews the submittal, signs the license, obtains an archive number from the Comptroller’s Office, scans and archives the license and returns a copy to the company.

This internal process involved transferring multiple copies of paper documents back and forth between the Project Development Group and the Comptroller’s Office.

Staff from both offices met with UDOT’s attorney and reviewed the process for executing new and replacement Statewide Utility License Agreements. The team identified opportunities for improving efficiencies, obtained buy-in from all parties and implemented changes. Project Development can now complete its work without sending paper documents to the Comptroller’s office and waiting for them to return. This step was eliminated and the requirement for a signature from the Comptroller’s office on the agreement was removed.

The process for obtaining an archive number from the Comptroller’s office was changed from a paper handling process to a phone call or email. The requirement to process three original documents was reduced to one. The processing time in the Comptroller’s office was significantly reduced and the remaining time now occurs after the customer has received an executed license agreement. This reduces the customer wait time by two to four weeks. The time spent sending, tracking and retrieving documents between two UDOT groups has been reduced by two hours per agreement.

Implementation began during FY 2016.

Example utility work, I-15 Scipio optical fiber installation

For more information contact Project Development; Utilities and Railroad Director

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4 6 U TAH DEPARTME NT O F TRANSPO RTATI O N

COMMUNITY

Other Community Topics

COMPUTER-AIDED DISPATCH HELPS THE TRAFFIC OPERATIONS CENTER EFFICIENCY

MOBILITY

SAFETY

UDOT’s Traffic Operations Center (TOC) is responsible for traffic management throughout the state of Utah. Identifying and messaging for crashes in rural areas can be difficult without on-scene knowledge.

When there is UDOT personnel on scene, sometimes there isn’t cell coverage for the TOC to get timely updates. This project brought Computer-Aided Dispatch (CAD) from nearly every county in Utah into the control room. Prior to this project, TOC had 8 CAD feeds. Now there are 28. Control room operators often have to multi-task and can miss out on critical details. It is estimated that the TOC now responds to approximately 20% more incidents because of the new information coming in via CAD. Operators spend less time overall seeking details and more time actively managing traveler information.

For more information contact Operations; Director of Traffic Management

CROSSING GUARDS GET THE KEY TO MORE TIME INNOVATION

MOBILITY

SAFETY

In order to preserve mobility but also allow for extra crossing time when needed, UDOT deployed this new “UDOT-first” innovation. A key access point was added to select traffic signal cabinets in order to allow school crossing guards the ability to provide more crossing time for children with the turn of a key.

This allows crossing guards to have the power to add extra time without needing complicated signal timing. The flexibility allows for extra time when needed rather than requiring vehicles to wait during off-peak school times. At a cost of only $20 per intersection, this innovation greatly enhances safety for school children while reducing delay at other times of day. It is estimated that every installment saves vehicles up to 1 minute of time each time they drive through during a time when schools do not need extra crossing time.

For more information contact Operations; Director of Traffic Management

MIGHTY FIVE NATIONAL PARKS TRAFFIC MANAGEMENT COORDINATION EFFICIENCY

MOBILITY

SAFETY

Region Four has been partnering with Utah’s National Parks for some time. Recently, staff from the Traffic Management Division and Region Four visited each of the “Mighty Five” parks to coordinate traffic management efforts. One outcome of the meeting was utilizing UDOT VMS boards on critical, high-traffic weekends like July 4, Pioneer Day, Labor Day and UEA weekend. The response from drivers, park leadership and UDOT staff was overwhelming positive. Alerting drivers of delay before they reach the park has safety value, improves mobility and preserves infrastructure. During the 15 days of 2016 when VMS were used to message for Zion, the estimated cost savings in user delay was approximately $25,000.

For more information contact Operations; Director of Traffic Management

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4 7 U TAH DEPARTME NT O F TRANSPO RTATI O N

COMMUNITY

Other Community Topics

NEW METRIC TO IMPROVE TRAVEL TIME RELIABILITY EFFICIENCY

MOBILITY

This Utah-specific metric is helping project teams to make more informed decisions regarding travel time reliability. Since the metric was created, it has been used over a dozen times for UDOT projects and local governments. The metric follows the more historical definition of “travel time reliability” by removing the “reliably bad” segment of data to ensure that Utah roads are as reliable as possible while functioning at an acceptable level. Use of this performance metric allows UDOT to make wise investments for future projects and deployments. Improving this metric follows the Governor’s SUCCESS Framework for efficiency.

For more information contact Operations; Director of Traffic Management

OPTIMIZE MOBILITY MEASURES EFFICIENCY

MOBILITY

QUALITY

Selected freeway performance measures are being monitored to better optimize mobility. Vehiclemiles-traveled (VMT) in the afternoon (PM) peak measures the throughput of the freeway system at its highest demand of the day. The ability to move more vehicles more distance in a constrained time period demonstrates increased capacity and mobility. The percent of the posted speed of average speed for weekdays during the PM peak focuses on the timeliness to transport the users to their destination. The PM peak during weekdays captures quality during the time period of highest demand. Improving these measures follows the Governor’s SUCCESS Framework for efficiency.

For more information contact Operations; Director of Traffic Management

TRAFFIC MANAGEMENT COLLABORATION IN REGION THREE EFFICIENCY

MOBILITY

A Traffic Management Division leadership team member works at Region Three offices one to two times per week to ensure partnership and collaboration for operational decision making and traffic analysis.

This partnership helps to provide a more direct dialogue for current and future projects, emergency management, traveler information, winter weather operations and other efficiencies. TMD efforts are able to be more fully integrated into Region projects to plan better for the future.

For more information contact Operations; Director of Traffic Management

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4 8 U TAH DEPARTME NT O F TRANSPO RTATI O N

COMMUNITY

Other Community Topics

TRAVELER INFORMATION OPERATOR HELPS THE PUBLIC EFFICIENCY

MOBILITY

QUALITY

For the last year, UDOT’s control room manager has placed a higher emphasis on traveler information.

One control room operator was moved to cover traveler information output full time. The response from the public has clearly indicated that this switch has made a big impact. The quality and consistency of public-facing information from the control room has been greatly improved. Having the full-time traveler information operator also allows other operators to focus on critical tasks.

For more information contact Operations; Director of Traffic Management

COMMERCIAL VEHICLE BYPASS AT PORTS OF ENTRY EFFICIENCY

MOBILITY

The Motor Carrier Division has entered into contracts which allow two bypass providers (PrePass and Drivewyze) with allowance to allow qualified vehicles to bypass Ports of Entry throughout the State. Commercial carriers contract with one or both of these carriers to participate in this efficiency opportunity. All vehicles that participate in this program are screened prior to the Port of Entry for their safety performance and also weighed and measured. If all screening elements pass established standards, the vehicle will receive a bypass and continue on the mainline of traffic. Savings to commercial carriers are over $12 million based on the number of vehicles that are bypassed, with the savings being realized in time and fuel usage. Improving this program follows the Governor’s SUCCESS Framework for efficiency.

For more information contact Operations; Motor Carrier Director

TEAM INSPECTION OF COMMERCIAL VEHICLES REDUCES INSPECTION TIME EFFICIENCY

MOBILITY

SAFETY

The Motor Carrier Division has changed the inspection process when inspecting commercial vehicles.

In the past, inspections were conducted by one individual, and the inspection lasted approximately one hour. With the increased number of inspectors that we have been able to train, we now have created a team inspection process that cuts the inspection time by at least half. This provides a wonderful savings to the driver and to the company (over $1 million in time and money savings in 2016), increasing their ability to move freight more efficiently.

For more information contact Operations; Motor Carrier Director

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4 9 U TAH DEPARTME NT O F TRANSPO RTATI O N

COMMUNITY

Other Community Topics

EMPLOYEE SAFETY AND UDOT’S ROAD TO ZERO INNOVATION

SAFETY

To keep our organization moving in the right direction (i.e., the path to Zero), a 5-year strategic plan has been developed that will build upon existing programs. This strategy, along with the programs that support it, are designed to align, inform, and engage the organization in an effort to establish a positive culture of sharing and caring. The key focus areas are: Learning and Development, Incident /Accident Prevention, Safety Leadership, and Culture. Most recently, internal targets have been defined for safety, and will continue to be set year-to-year. When looking at a 5-year history, with respect to injuries, UDOT has made progress in reducing its frequency rate.

For more information contact Operations; Traffic and Safety Director

MESSAGE MONDAY AND VMS COMMUNICATION EFFICIENCY

INNOVATION

SAFETY

UDOT uses Variable Message Signs (VMS) to promote management of traffic and increased safety on Utah roads. VMS signs can provide a medium to display approved messages aimed at encouraging increased safety on the road. In 2015, UDOT kicked off a “Message Monday,” and a “Zero Fatalities Friday” VMS messaging campaign for the summer. Each Monday a safety message is displayed, while Friday’s message recounts how many days, out of the past seven days, were zero fatalities days, or provides another traffic safety related statistic. The purpose of these efforts is to get the public more involved in the safety discussion. Some cost is saved since similar outreach using paid media would cost hundreds of thousands of dollars.

For more information contact Operations; Traffic and Safety Director

TOURIST-ORIENTED DESTINATION SIGNS (TODS) PROGRAM INNOVATION

MOBILITY

QUALITY

This program encourages economic growth at a low cost to UDOT. To date we have permitted about 50 sign installations that help drivers find rural tourist-oriented destinations. These signs provide needed information to drivers and support Utah’s tourist industry. The program is paid for by the businesses - UDOT does not expend money on the signs. The UDOT group for outdoor advertising regulations find that the program provides a welcome alternative for businesses that have run afoul of outdoor advertising rules. This is an example of a public-private partnership to benefit both drivers and businesses.

For more information contact Operations; Traffic and Safety Director

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5 0 U TAH DEPARTME NT O F TRANSPO RTATI O N

COMMUNITY

Other Community Topics

CORRIDOR AND INTERMEDIATE PLANNING PROCESS EFFICIENCY

QUALITY

We continued working with internal and external stakeholders to develop and implement a systematic corridor planning process that provides better links to the planning, environmental and project development processes. One of the primary goals of this process is to make the transition from the long range plan to project design and delivery clearer and smoother. A test of the new process is currently underway on the I-80 corridor. A website was also launched in FY 2017 which clearly lays out the process and provides useful links to data and other resources. It is anticipated the process will be fully implemented in FY 2017.

For more information contact Program Development; Planning Director

LONG RANGE PLAN AND EPM CONNECTION WITH METROPOLITAN PLANNING ORGANIZATIONS (MPOS) EFFICIENCY

MOBILITY

QUALITY

To better enable response to requests from the legislature and others for projects that have been constructed, funded or partially funded, the UDOT Planning Division and Program Finance supported an effort to create a functional connection between the Long Range Plan and ePM which tracks project funding and completion status. The first phase of this effort was completed in FY 2016. In addition, UDOT Planning has worked with its MPO and modal partners to better support data collaboration and integration by adopting a common GIS centerline for project mapping. This effort ties with the ePM initiative.

For more information contact Program Development; Planning Director

NEW TRAVELWISE WEBSITE INNOVATION

MOBILITY

QUALITY

The TravelWise website was redeveloped in collaboration with the UDOT Communications Office.

The website is evolving to a total action-based website using TW-Rethink Your Trip Actions. The new website was launched in early November 2016.

For more information contact Program Development; Planning Director

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5 1 U TAH DEPARTME NT O F TRANSPO RTATI O N

COMMUNITY

Other Community Topics

LTAP BROADCASTING TRAINING CLASSES EFFICIENCY

QUALITY

SAFETY

In the most recent Local Technical Assistance Program (LTAP) contract, we included a requirement for USU to begin offering training classes to local governments using the many forms of technology we have today, where feasible. On October 6th, 2016, they broadcasted their first class from their USU extension center in Tooele County to their extension centers in Price, Moab and Brigham City. Utilizing this technology reduces training costs, makes training available and feasible for many more people, reduces cars on the road and emissions from the air and allows LTAP to continue to provide excellent training on a fixed budget.

For more information contact Program Development; Programming Director

MPO AND PUBLIC ACCESS TO THE STATEWIDE TRANSPORTATION IMPROVEMENT PROGRAM (STIP) EFFICIENCY

MOBILITY

QUALITY

This is an improvement to the Statewide Transportation Improvement Program (STIP), a six-year plan of highway and transit projects for the State of Utah. We started providing access for the Wasatch Front Regional Council (WFRC) to the Electronic Program Management (ePM) system so they were able to enter their own projects into the 300 screen. A future goal is to provide the other metropolitan planning organizations (MPOs) in Utah with the same access. We also modified the STIP Report download from the UDOT website to allow the public to choose more sort features, allowing them to only get the projects in the Region, County or MPO of interest. Also, we included an update to the export information.

For more information contact Program Development; Programming Director

PUBLIC TRANSIT TEAM EXPEDITES CONTRACTS AND INVOICING EFFICIENCY

MOBILITY

QUALITY

In the Public Transit Team (PTT), we improved the administration and review of procurement contracts, operational contracts and associated invoicing. The result is cleaner, faster expenditure of funds and closing of grants sooner. PTT staff maintains contractual and federal section grant knowledge to expedite invoicing and customer relations. Customers benefit with faster turn-around on invoices.

For more information contact Program Development; Programming Director

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5 2 U TAH DEPARTME NT O F TRANSPO RTATI O N

COMMUNITY

Other Community Topics

OUTDOOR ADVERTISING GUIDE DEVELOPMENT EFFICIENCY

QUALITY

It is difficult to qualify this project directly under the Strategic Goals, but the OAC Program is the shield protecting the State against a $30M recurring HBA penalty that can adversely affect federal highway transportation dollars. In theory, that $30M is being wisely spent by the state to help realize all of UDOT’s Strategic Goals. As for the guide, it is a long overdue communication tool that will help a broad array of stakeholders quickly understand the reason why UDOT regulates outdoor advertising and what those regulations mean. Time savings include approximately 200 hours of staff time per year on the phone or in person explaining basic program requirements.

For more information contact Project Development; OAC Program Manager

OUTDOOR ADVERTISING PERMIT FEES AND EMPLOYEES EFFICIENCY

QUALITY

UDOT’s Central Right-of-Way Division transformed the Outdoor Advertising Control Program by significantly raising permit fees in order to operate the program on a revenue-neutral basis.

This conversion is saving UDOT $1.2M every 5th year of operation. It also allows UDOT to hire an enforcement-compliance FTE that, in turn, helps shield the State from the $30M recurring HBA penalty.

For more information contact Project Development; OAC Program Manager

U-START: UDOT’S STREAMLINED TECHNICAL ACCESS REVIEW TOOL EFFICIENCY

INNOVATION

QUALITY

U-START is a process game-changer for review of access control line modification requests. It automates the Central Office’s manual routing and review process. It also builds in automated performance tracking, serves as a permanent document archiving system and creates a truly paperless routing and review system. Once an access control line modification request reaches the Central Office, it is entered into U-START to initiate the routing and review sequence. At this point, the application is automatically forwarded to each successive reviewer as the previous reviewer green-lights the application for approval. For applications that do not meet an individual reviewer’s needs, the U-START system provides the reviewer with the option to deny the approval. In the event of a denial, a popup box will appear providing the reviewer an opportunity to describe the reason for the denial. The popup box will also provide the reviewer the opportunity to identify any adjustments in the application that will facilitate an approval from the reviewer’s level. Cost savings include $67,100 in recurring annual costs.

For more information contact Project Development; OAC Program Manager

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5 3 U TAH DEPARTME NT O F TRANSPO RTATI O N

COMMUNITY

Other Community Topics

REFLECTIVE EAR TAGS FOR CATTLE INNOVATION

SAFETY

Region Four has established a program to partner with ranchers to use reflective ear tags on cattle in open range areas of our State Highway system. Cattle-vehicle collisions in Region Four have led to 105 crashes per year over the last 5 years, including 2 fatal crashes in the past 12 months. Reflective ear tags provide visibility of cattle at night. Cattle with tags, that are on or near the highway, will reflect from the vehicle headlights and alert the drivers to their presence.

For more information contact Region Four; Traffic Operations Engineer

REGION TWO IN-HOUSE PUBLIC INVOLVEMENT EFFICIENCY

QUALITY

Region Two restructured their Communications Division to offer graphic design, video production and written communication all under one roof, substantially reducing consultant costs.

For more information contact Region Two; Communications Manager

PAPERLESS STIP WORKSHOP WITH GIS STORY MAPS EFFICIENCY

INNOVATION

QUALITY

The Statewide Transportation Improvement Program (STIP) is a six-year plan of highway and transit projects. Region Two presented the STIP Workshop in a paperless format for 2016. This new method of distribution consisted of a GIS story map highlighting each program by tab. Inside the program tab, each project was highlighted with a description, project estimate and spatial representation of the project limits. Instead of using a handout that can be easily misplaced or disposed, the 2016 STIP story map is easily accessible and readily available for use throughout the year. This method has proven a much more efficient and detailed way to convey the necessary information in an easily consumable manner.

For more information contact Region Two; Preconstruction Engineer

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5 4 U TAH DEPARTME NT O F TRANSPO RTATI O N

COMMUNITY

Other Community Topics

REGION THREE BIKE PLAN PROMOTES CONNECTIVITY AND SAFETY EFFICIENCY

MOBILITY

SAFETY

Built collaboratively with Mountainland Association of Governments (MAG) and communities within the Region, the Region Three Bike Plan is already successful in resource sharing to realize projects that may not otherwise have happened. By taking a regional view focused on connectivity, we are making practical improvements that can bring immediate safety and mobility improvements to active transportation users. This view of regional connectivity also informs project decisions. Rather than looking at active transportation project-by-project, we have identified plans for a future network that integrates with local trail and bicycle networks that our projects will help implement. By engaging MAG and local jurisdictions, we have been able to collaborate and cost-share on some active transportation projects, allowing them to be built sooner.

For more information contact Region Three; Program Manager

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5 5 U TAH DEPARTME NT O F TRANSPO RTATI O N